Is a new round of price cuts imminent? Domestic Tesla’s change of “core” Yangmou

RMB27,1550, doomed to not be the “bottom” of the domestic Tesla. Last week, the Ministry of Industry and Information Technology website quietly revealed the new trend of domestic Model3: the long-rumoured lithium-phosphate version has finally arrived, and this time several key data are in place. Compared to the existing three-yuan lithium battery version, iron phosphate lithium battery cost is lower, so when the new version is officially launched, model3 will usher in another price reduction.

It is June 2020. Two months ago, on April 10th, Tesla reversed Musk’s verbal promise a year ago, announcing a domestic long-haul version and a high-performance version of ThePerformance, both of which plunged by about $100,000. A month and a half ago on May 1, in response to the new new regulations on new energy subsidies, so that car prices fall into the subsidy limit of less than 300,000 yuan, the domestic Model3 standard carrier upgrade version (i.e., the introduction to sale) small reduction of about 10,000 yuan, subsidies finally fell to 27155 million yuan.

With plans to switch to lithium phosphate a public secret, “Tesla’s bottomless” is likely to be confirmed again.

We know that the battery cell of an electric vehicle is usually composed of a single cell module, and then a number of modules make up the battery pack. Among them, the core is the smallest indivisible unit. According to the formula, the current vehicle power battery using the battery, mainly three-way lithium, lithium phosphate two categories. The advantages of triple lithium are higher energy density, greater potential for improved battery life, and stability and safety are questioned, while lithium phosphate has the advantage of being more stable, cobalt-free nickel rare metals, lower cost, and the disadvantage is that the energy density is lower than triarian lithium.

In previous years, because pure electric vehicles generally face serious lack of battery life, efforts to improve energy density, increase vehicle range, has become the top priority of the vast majority of manufacturers. So even BYD, which had been standing lithium phosphate, once turned to the tide of lithium triple-au-1. However, with the rapid improvement of the life of electric vehicles in recent years, but accompanied by the spontaneous fire events, the stability and safety of the core has been more attention, the energy density of the energy is no longer the mainstream trend.

Since the chemical properties of the lithium iron phosphate cell are naturally more stable, compared to the three-cell lithium cell battery pack needs three layers of protection, the use of iron phosphate lithium cell does not have to make such a complex safety design for the battery pack. As a result, short plates with low energy density of lithium iron phosphate cells are compensated to a certain extent by the simplified design of the battery pack and the lighter weight of the structure. BYD, Ningde era and other manufacturers, in the design of new iron phosphate lithium battery package, have adopted the CTP (CelltoPack) approach, that is, the removal of the module this intermediate separation measures, directly with a single cell to form an entire battery package.

Back to the domestic model 3 lithium iron phosphate version, according to the Ministry of Industry and Information Technology data, the new version of the use of lithium iron phosphate cell from the Ningde era, the battery pack total energy density of 125Wh/kg, the comprehensive operating conditions of 468 km. At present, the use of LG three-yuan lithium battery of the domestic Model 3, battery pack energy density of 161Wh/kg, the comprehensive operating conditions of 445 km. In exchange for the lithium-phosphate version of model 3, the battery is actually 23km more than the lithium-ion version of the three-way.

Looking to the whole quality line, you will see an eye-catching number, 1745kg.

The existing Model 3 uses a three-way lithium battery, and the range of different versions is determined by the size of the battery capacity. The entry-level standard battery life upgrade comes with a 52kWh battery pack, and the Long Life and High Performance versions are equipped with 75kWh battery packs. Because the former and the latter use of a single core is the same, so the amount of electricity corresponding to the number of cells, so also determines the weight of the vehicle. The same three-way lithium battery, the standard battery-renewed upgrade Model 3 full-on quality of 1614Kg, long-range rear drive version is 1745kg. The high-performance version has the same battery power as the Long Life version, but gained weight to 1875kg due to the addition of a front motor.

Existing standard battery renewal plus version (three-way lithium battery): 445 km, weight 1614kg;

New standard battery life upgrade (iron phosphate lithium cell): 468km, weighing 1745kg;

Existing long-range rear-drive version (three-way lithium battery): 668km, weight 1745kg.

That is, Tesla’s use of the new lithium wire phosphate cell equipment Model 3, at the cost of weight gain to the same as the long-range version, which is only slightly largeer than the standard battery version; Given that the new version of the battery only increased the area by 23km, the replacement of lithium phosphate for the domestic Tesla Model 3 standard battery upgrade continued to reduce prices, can be said to be a big probability event.

It doesn’t look like much, but the weight difference of 130kg will lead to a different driving characteristics of the standard and long-range versions, although they are called Model 3, and manufacturers also need to adjust and calibrate separately. On petrol cars, it is rare to see such a difference in weight in the same model (the normal version).

In the case of the BMW 3 Series, the base version of the 318i has a short weight of 1565kg in Germany and 1545kg for the 330i. The only exception is the M340ixDrive, which has a weight increase to 1745kg, but as a 4WD-owned MPerformance series, it would have required a separate tuning development.

Reflected on the Model3, you’ll find the Model 3’s front and rear suspension shock absorbers and springs, with a variety of different versions of the number. Part of this is due to Tesla’s continued optimization of different batches of Model 3 hardware, and partly because of the huge difference in weight that resulted in a 1.6-ton standard version and a nearly 1.9-ton full-drive version that naturally requiredifferent suspension parts.

So when the Model 3 is going to switch to a lithium iron phosphate cell, which is destined to lead to weight gain, Tesla’s approach is to direct it to the weight of the long-range version, 1745kg. In this way, the standard lithium-iron model 3 can actually borrow the suspension components and chassis settings of the three-cell lithium-long model 3, saving the cost and time to recalibrate and calibrate the lithium-phosphate version alone. At the same time, allowing (except for the high-performance version) versions of model 3 to have a uniform weight can eliminate the current “standard version of the driving quality than the long-range version of the ” bug. Finally, the range slightly increased by 23km, the publicity and marketing after the listing also has no advantages.

Even if this 23km is to some extent seen as a byproduct of Tesla’s pursuit of a weight of 1,745kg and then “lazy”.

Most of the words, the arrival of the lithium iron lithium cell model 3, is likely to mean that the standard battery model 3 will be fully switched to lithium phosphate, and the existing three-dollar lithium standard battery Model 3 may bid farewell to the market. This means that the 1614kg Model3 may be about to disappear, and the future Model3 will start at 1745kg, with the difference simply that the standard version uses a lithium iron phosphate cell, has a shorter range, and the long-range version uses a three-dollar lithium cell and has a longer range.

However, differences in physical quality cannot be erased, with the 1.6-ton standard version (triple lithium) being the closest to the version of the Model 3, the steering and comfort features of a comparable gasoline car. If the above speculation comes true, it means that the model 3’s starting weight will rise to 1.75 tons in the future, which must be said to be a small regret. Of course, on the other hand, the switch to the standard version of the Model 3 of lithium phosphate also means that the domestic Tesla is one step closer to the 250,000 yuan mark, which is a good thing.

After all, don’t forget that Model 3’s original mission was to make it more and more affordable, a utility-only electric car.